Triple valve.



'No. 768,586. PATENTED AUG. 30, 1904,

' N. A. CHRISTENSEN.

TRIPLE VALVE;

APPLICATION FILED AUG. 3. 1902. N0 MODEL. 3 SHEETS-SHEET 1- @jwuam I #44M 444% No. 768,586. I PATENTED AUG. 30, I904.

' N. A. CHRISTENSEN.

TRIPLE VALVE.

. IAPPLIOATION FILED AUG. 8. 1902.

N0 MODEL.

3 SHEETS-SHEET 2.

E i m 3 o H g fihw W T $3.. 1 g i r :3

I 1 HQ 3 I a 8 I Q i: Q

' Q 0 0 um i p a O A i "'T'\ x N }6 awa a %W.: m

N0.'768,586. PATENTED AUG. 30, 1904.

- N. A. CHRISTENSEN; Y

TRIPLE VALVE.

APPLICATION FILED AUG. 8.1902. v N0 MODEL. I s SHBETSSHBET s.

III N I/J ji- 7 lllllllllm' UNITED STATES- Patented. August 30, 1904.

PATENT OFFICE.

TRIPLE VALVE.

SPECIFICATION forming part of Letters Patent No. [768,586, dated August30, 1904,

Application filed August 8, 19.02.

To all whom it null/y concern:

Be it known that I, NIELS AN'roN CHRISTEN- SEN, a subject of the King ofDenmark, residing at Milwaukee, in the county of Milwaukee and State ofVVisconsin, have invented certain new and useful Improvements in TripleValves, of which the following is a specification, reference being hadto the accompanying drawings, forming a part thereof.

This invention relates to triple valves of the class shown and describedin United States Letters Patent-No. 580, 8&6, issued to me April 20,1897, and in my application for United States Letters Patent Serial No.55,842, filed April 15, 1901.

The main objects of the present invention are to provide for a morecertain and accurate control of the admission of air from the auxiliaryreservoir into the brake-cylinder in order to permit of the admission'inadvance into the brake-cylinder of train-pipe air under foregoing endswith as few and simple working parts as practicable.

It consists, essentially, in an auxiliary valve which is operatedindependently of the main valve toadmit air from the auxiliary reservoirto the brake-cylinder independently of the emergency-valve,'which admitsa large volume of air in advance under lowerpressure from the train-pipeto the brake-cylinder in making emergency applications of the brakes,and in certain novel features in the construction, arrangement, andcombinations of parts hereinafter particularly described, and pointedout in the claims.

In the accompanying drawings like characters designatethe same-parts inthe several figures.

Figure 1 is a vertical longitudinal section of a triple valve embodyingthe invention. Fig. 2 is a vertical cross-section thereof on the line 22, Fig. 1. Fig. 3 is a horizontal longitudinal section on the line 3 3,Fig. 1. Fig. 4 is a vertical cross-section on the line 4 1, Figs. 1 and3; and Figs. 5', 6, and 7 are sec- Serial No. 118,873. (No model.)

tional views similar to Fig. 1 of modifications of the auxiliary valve.

(0 is the valve-case, formed in lts larger end with a. cylindricalpiston-chamber b and becase and affords access to the piston-chamber.

It is formed with a passage 9, which opens into the piston-chamber b andcommunicates through a passage 72, in the valve-case with thedrip-chamber c. A bushing composed of inner and outer parts or cylinders71 and j is fitted into a longitudinal opening in the valvecase andextends from the smaller end. of said case, which is attached to theauxiliary reservoir and brake-cylinder in the usual way, into thepiston-chamber b. Passages 7:: and l lead through the smaller end of thevalve-case, the first from the piston-chamber b to the auxiliaryreservoir and the second from the opening in which the cylinder '0' isfitted to the brake-cylinder. Between the inner and outer parts i and jof said bushing are formed longitudinal passages m m and n n, whichterminate at their ends toward the piston-chamber b in concentricannular ports 0 and p. The passages m an open laterally at theiropposite ends into passages 11 9, formed in the valve-case a, as shownin Figs. 3 and 4:. The passages 11 g communicate through a portcontrolled by a check-valve r, as shown in Figs. .1 and 41, with thedrip-chamber c, to which the train-pipe is attached. The passages n ncommunicate, as shown in Fig. 1, at their ends opposite the port 29 withan annular enlargement of the passage Z, leading to the brake-cylinder.As shown in Fig. 1, the inner part @of the bushing is formed in theunder side with ports 8, t, and u. The port 8 opens into an annularrecess 7), which is formed in the valve-case a around the smaller part iof the bushing and communicates, as shown in Figs. 3 and 1, through alateral passage w with the atmosphere.

w is the main valve, which controls communication between thebrake-cylinder and the atmosphere and between theauxiliary reservoir andthe brake-cylinder for releasing and applying the brakes in ordinaryservice applications. ltis approximately D-shaped in cross-section, asshown in 2 and 4E, and is loosely fitted in the inner part i of thebushing, the bore of which is correspondingly shaped. A longitudinalpassage y, opening at one end through the inner end of said valve, opensat its opposite end through the face of the valve, so as to registerwith the port it when said valve is moved to the extreme right, as shownin Fig. 1, for making a service application of the brakes. A cavity .2is also formed in the face of said valve and arranged to connect theports 5 and 2. when the valve is moved to the extreme left for releasingthe brakes,

An annular winged piston 1, fitted to work inthe chamber 7), is formedaround its inner margin with a cylinder 2 and at the inner end of saidcylinder with a grooved annular valve base or body 3, in which is fittedand held the emergency-valve 4, consisting of a ring of hard rubber orother suitable material. The

valve base or body 3 fits closely on its outer side into a rim 5 on theouter part 7' of the bushing, and an annular ring 6 on the inner marginof said valve-base fits closely into a corresponding recess inthe innerpart '21 of said bushing, so as to prevent the passage ofauxiliary-reservoir air from the piston-chamber into the port and thenceto the brake-cylinder when the emergency-valve 4 is opened.

A piston 7, fitted to work in the cylinder 2, is provided with a stem 8,which is loosely fitted and movable a limited distance in alongitudinalchannel in the back or upper side of the main valve without effect uponsaid valve. The stem 8 is formed with shoulders 9 and 10, adapted toengage with the ends of the valve 00 and to move said valve after takingup the play between its ends and said shoulders into release and servicepositions. A spring 11, attached to the upper side of said stem andbearing against the opposing face of the inner part z' of the bushing,holds the working face of the valve :0 snugly against its seat. The mainvalve is loosely connected with and held upon said stem by a screw orpin 12, passing through one side of the valve into a slot in one side ofthe stem, as shown in Fig. 3.

A graduating-valve 13, loosely fitted in the passage y of the main valve00 and having a seat at one end therein, is provided at the other endwith a head which is engaged by a forked lug on the under side of thestem 8, as shown in Fig. 1. Adjacentto the seat of the valve 13 thevalve a: is formed, as shown in Figs. 2 and 3, with lateral passages14:, opening into the passage 51 for admitting auxiliary-reservoir airthrough saiolpassages, the poi-ta, and the passages n and Z to thebrakecylinder,when the main valve 00 and the graduatingvalve 13 aremoved to the right,as shown in Fig. 1.

The main piston 7 is preferably formed with an annular rim 15, whichprevents its outward movement by the emergency-piston 1 beyond serviceposition, and the emergencypiston 1 is formed near its inner and outermargins with annular ribs 16 and 17, which, with the rim 15 on the mainpiston and gasketf, serve when both pistons are moved to the extremeright, as shown in Fig. 3, for emergency applications of the brakes toprevent the leakage of air from the auxiliary reservoir into thetrain-pipe in case the packing of either piston is defective.

The inner part 11 of the bushing is in open communication at both endsat all times with the auxiliary reservoir, so that the main valve issubjected at both ends to the same pressure and is consequentlybalanced.

The usual leak-groove or restricted passage 18 for charging theauxiliary reservoir with compressed air from the train-pipe is formed,as shown in Fig. 1, in the cylinder 2, in which the main piston 7 iscontained.

The construction and arrangements of the parts of the valve hereinbeforedescribed are and described in my former patent and applicationhereinbefore referred to, except that a working fit is made between therim 5 on the outer part of the bushing and the valvebase 3 and betweenthe rim 6 on the said valve-base and the inner part 1: of said bushingto prevent the admission of auxiliaryreservoir air from the pistonchamber 1; through port to the brake-cylinder when the emergency-valveis opened.

ln order to control the admission of auxiliary-reservoir air to thebrake-cylimler independently of the emergency-valve 4, which controlsthe admission of train-pipe air to the brake-cylinder in makingemergency applications of the brakes, a passage 19, leading from thepiston-chamber into the passage 1 or one of the passages a, communicatiug therewith, is formed, as shown in Fig. 1, in the valve-ease 1/, andthe emergency-piston 1 is provided with an auxiliary valve 20, whichcontrols the admission of anxiliary-reservoir air into said passage 19.The valve 20 may be loosely pivoted in an extension of theemergency-piston, as shown in Figs. 1 and 2, and yieldingly held againstthe seat in the bushing of the pistonchamber by spring 21.

To insure the assemblage of parts and to hold them in such relation thatthe valve 20 will close the port 22, opening from the chamber 7) intothe passage 19, the cover is provided with a guide-pin 23, which fitsloosely into a corresponding socket in the emergency-piston 1 andprevents said piston from turning, but allows it to move endwise.

The improved valve mechanism hereinhefore described operates as follows:For making a service application of the brakes the 1 usual reduction ofpressure-say from five to substantially the same as in the valves shownsure in the auxiliary reservoir. movement of the piston 7 to the rightunseats the graduating-valve 13 and cuts off commumsix pounds-is made inthe train-pipe. When, this occurs, the main piston 7 is shifted to theright, as shown in Fig. 1, by the greater pres- The initial valve andshift it into the position in which it is shown in Fig. 1. vCommunication between the brake-cylinder and the atmosphere through thepassage Z,-port t, cavity 2, ports, recess 2:. and passage w is thus-cutoff and the inner end of the passage controlled by the graduating-valve,is brought into register with the port u. Air is thereupon admitted fromtheauxiliary reservoir to the brake'cylinder through the passages 1 portit, and passages nand L, As soon as the pressure in the auxiliaryreservoir is lowered slightly below the reduced train-pipe pressure themain piston 7will be moved back to the left suffi- 2 5' ciently to closethe graduating-valve 18, which .is very sensitive in operation, and thenstop, leaving the main valve m in position to cut ofl? communicationbetween the auxiliary reservoir and train-pipe through the groove 18, as3 well as between the brake-cylinder and the atmosphere through thecavity 2. The pres sure thus admitted to the brake-cylinder will beconsiderably below that in the auxiliary reservoir and the brakes willbe held applied with a force corresponding to the force inthebrake-cylinder, while the conditions last mention remain unchanged, 1

To apply the brakes with greater force, a further reduction-say fromtwoto three poundsis made in the train-pipe pressure, and theoperationsabove explained will be repeated. Thus the brakes maybe applied with agradually-augmented force until the pressures in the brake-cylinderandauxiliary reservoir are equalized. T

To releasethe brakes, the train-pipe'pres sure is restored and acting inopposition to the reduced auxiliary-reservoir" pressure shifts the mainpiston 7 back to the left. Theshoulder 10, engaging with the valve 00,carries the passage y out of register with the port 16 and the cavity 2over the ports 8 and 6, through which air thereupon escapes from'theibrake-cylinder to the atmosphere. At

the same time communication is established through the groove 18'between the trainpipe and the auxiliary reservoir, and the latter isgradually recharged with compressed air until thepressure therein isequal to that in the train-pipe.

To make an emergency application of the brakes, a reductionsay from tento twelve po'unds'is made in thetrain-pipepressure. When this-takesplace, the unbalanced auxiliary-reservoir pressureshifts both theemergency and main pistons .1 and 7 to the extreme right, as shown in 3.This cuts off communication between .the'brake-cylinder and theatmosphere through the cavity 2 and the-ports s and t and'also betweenthe auxiliary reservoir and the train-pipe through .the groove 18 and atthe same time unseats the emergency-valve 4 and uncovers the annularports 0 and p. The unbalanced pressure in the train-pipe will thereuponopen the check-valve r, and air will rush freely from the train-pipethrough the passages q and m, ports 0 and p, and passages n and Z intothe brake-cylinder, thereby instantly reducing the pressure still moreinthe train-pipe and charging the brake-cylinder with air at the reducedpressure. Immediately following the admission of air under the reducedpressure from the train-pipe into the brake-cylinder the auxiliary valve20 uncovers the port 22 and admits air under higher pressure from theauxiliary reservoir-in the brake-cylinder. As soon as the pressurein thebrake-cylinder nearly equals that in the train-pipe the checkvalve rwill close and prevent the passage of air under higher pressure from theauxiliary reservoir or brake-cylinder into the trainpipe. The ventingofthe train-pipe, as above explained, into the. brake-cylinder not onlyassists in applying the brakes, but also causes all the triple valvesconnected by the same trainpipe to operate simultaneously or in quicksuccession by reason of the simultaneous reduction in pressure at theseveral points in the train-pipe where said valves are located'. Afterthe pressure. in the brake-cylinder equalsthe reduced train-pipepressure andthe check-valve r is closed air under higher pressure willcontinue'to flow through the passage .19 from the auxiliaryreservoirinto the brake-cylinder until the pressures therein are equalized. Thusthemostpowerating independently of the main valve for admittingauxiliary-reservoir air into the brake-cylinder in emergencyapplications of the brakes the admission of air from the auxiliaryreservoir to the brake-cylinder may be restricted an d timed withgreateraccuracy and certainty, so as to cooperate to the best advantagewith theair admitted in advance un der lower pressure from thetrain-pipe. To

accomplish this, the valve 20 may be'adjust'ed' withrelation to theemergencypiston -l to open the port sooner or later, as may be desired,with reference to the opening of fthe; emergency-valve 4, and the areaof the port or passage controlled by said valve 20 may be restrictedmore or less, so as to exactly predetermine the rate of flow of the airthrough said port or passage. The construction and adaptation of theauxiliary valve 20 so that it is operated by the same piston whichoperates the valve t avoids unnecessarily increasing the number of partsand complicating the device.

Various changes in the details of construction and arrangement of theseveral parts of the valve may be made without departing from theprinciple and intended scope of my invention. For example, the auxiliaryvalve may be constructed and arranged as shown in Fig. 5 or Fig. 7, orthe packing-ring 24 of the emergency-piston may be made to perform thefunction and serve the purpose of said valve. as shown in Fig. 6. Withthe form of valve shown in Fig. 7 the passage 19 may be considerablyshortened. The stem of this form of valve having a limited amount oflongitudinal play in the piston 1, the valve is heldv against its seatby the spiral spring 21 during the initial movement of said piston, thuscausing the emergency-valve t to be opened first and allowing train-pipeair to enter the brakecylinder in advance of auxiliary-reservoir air.

I claim 1. In a triple valve the combination with the valve-case havingseparate passages to conduct air to the brake-cylinder from thetrain-pipe and from the auxiliary reservoir for emergency application ofthe brakes, and a main valve controlling communication between thebrake-cylinder and atmosphere and between the auxiliary reservoir andbrake-cylinder for release and service application of the brakes, ofvalves normally closing said passages which unite after passing saidvalves toward the brake-cylinder, and a movable part adapted to opensaid valves independently of the main valve upon a certain reduction ofpressure being made in the train-pipe, substantially as described.

2. In a triple valve the combination with a main valve I controllingcommunication between the brake-cylinder and atmosphere and between theauxiliary reservoir and brake-cylinder for the release and serviceapplication of the brakes, of an emergency-valve controlling theadmission of air to the brake-cylinder directly from the train-pipe, andan auxiliary valve controlling the admission of air to thebrake-cylinder from the auxiliary reservoir, for emergency applicationof the brakes, said emergency and auxiliary valves controlling passageswhich are separate from and independent of the passages controlled bythe main'valve and unite after passing the emergency-valve toward thebrake-cylinder, substantially as described.

3. In a triple valve the combination with a main valve controllingcommunication between the brake-cylinder and atmosphere and between theauxiliary reservoir and brakecylinder, of emergency and auxiliary valvescontrolling separate passages which unite after passing theemergency-valve for the admission of air to the brake-cylinder from thetrain-pipe and from the auxiliary reservoir and movable parts exposed onone side to auxiliary-reservoir pressure and on the other to train-pipepressure, one of said parts being arranged to operate the main valve forthe release and service application of the brakes, while the other partis adapted to operate the emergency and auxiliary valves for emergencyapplication of the brakes, substantially as described.

4. In atriple valve the combination with the valve-case having apiston-chamber and passages for connecting said chamber with thetrain-pipe and auxiliary reservoir, pistons litted one within the otherin said chamber, a main valve operated by one of said' pistons andcontrolling communication between the brake-cylinder and the atmosphereand between the auxiliary reservoir and the brakecylinder, andanemergency-valve operated by the other piston controlling directcommunication between the bralw-cylinder and trainpipe, of an auxiliaryvalve also operated by the emergency-piston and controllingcommunication through a separate passage around and.independent of theemergency valve between the brake-cyiinder and auxiliary reservoir,substantially as described.

5. In a triple valve the combination with the main valve controllingcommunication between the brake-cylinder and atmosphere and between theauxiliary reservoir and brakecylinder for release and serviceapplicationof the brakes, of an emergency-valve controlling direct communicationbetween the brakecylinder and train-pipe, an auxiliary valve controllingcommunication through a separate passage around and independent 01 theemergency-valve between the brake-cylinder and auxiliary reservoir, anda movable part exposed on one side to train-pipe pressure and on theother to auxiliary-reservoir pressure and adapted, when a certainreduction is made in train-pipe pressure, to first open theemergency-valve and then open the auxiliary valve, substantially asdescribed.

6. In a triple valve the combination with the valve-case having apiston-chamber and passages for connecting said chamber with atrain-pipe and an auxiliary reservoir, :1 main valve controllingcommunication between the brake-cylinder and atmosphere and between theauxiliary reservoir and brake-cylinder for release and serviceapplication of the brakes, an emergency-valve controlling directcommunication between the brake-cylinder and train-pipe, and a pistonfitted to work in said chamber and adapted to open said valve when thetrain-pipe pressure is reduced to a certain degree, of an auxiliaryvalve operated by said leading from said chamber to the brake-cylinderconnection, and a movable part arranged in said chamber between itstrain-pipe and auxiliary-reservoir connections-andad'apted,'when thetrain-pipepressure is reduced to a certain degree, to open bothof saidvalves, substantially as described; In Witness where'ofl hereto affix mysignature in presence of two witnesses.

NIELS ANTON CHRISTENSEN. Witnesses: i L

OHAs. L. Goss,

v ALIGE E. (iOSS:

